Rapid transit system



May 13, 1969 K. P. SCHNEIDER RAPID TRANSIT SYSTEM Filed Aug. 22, 196'? Sheet 8 Q M p Mu M m M |a K 7 0 a E M 7 M (a 0 a 7 m T w M m m v INVENTOR KURT P. SCHNEIDER BY QMZZMU/ M g ATTORNEYS May 13, 196 9 P; SCHNEIDER 3,443,524

RAPID TRANSIT SYSTEM, 4 Filed Aug. 22, 1967 'Sheet 2 of s /I /d I 4 62 flea/men FIG- 4 o INVENTOR KURT R SCHNEIDER ATTORNEYS ag/1%, m fwl v May .13, 1969 Filed Aug. 22, 1967 K. P. SCHNEIDER RAPID TRANS IT SYSTEM Sheet INVENTOR FIG. IO

. 50 02 0 mo m g {/4/ A I /4! I 1 H J L K S m /0 ma KURT F! SCHNEIDER ATTORNEYS United States Patent 3,443,524 RAPID TRANSIT SYSTEM Kurt P. Schneider, Detroit, Mich., assignor of one-third to Jack W. Schneider, Taylor, Mich. Filed Aug. 22, 1967, Ser. No. 662,517 Int. Cl. B64f 3/00; A63g 1/00; B61d 15/00 US. Cl. 10423 Claims ABSTRACT OF THE DISCLOSURE A rapid transit system comprises a plurality of interconnected flat bottom cars guided within semi-cylindrical side channels and supported by and propelled along a double row of track mounted rollers in combination with partial levitation. Lateral support is achieved by pneumatic bearings, plus a connector car undercarriage-mounted roller for additional lateral support in turns. To provide an initial rotation to the track-mounted rollers prior to the application of the full load of the cars, a combination of friction, magnetism and vacuum is employed on the lead car.

Background of invention This invention relates to the improvements in rapid transit systems.

The urgent need for efficient and practical rapid transit systems for moving passengers within and between urban areas has received considerable attention in recent years. Among the problems limiting substantial increase in speed of land borne transit systems has been the effect of ground friction upon both attainable speed and passenger comfort.

To reduce the rolling friction between the passenger cars and the supporting track, the flat bottom passenger cars of this invention travel on track-mounted rollers, and partial levitation is utilized to decrease the downward force of the mass of the cars upon the rollers.

Furthermore, to reduce the noise, shock, and wear which would otherwise result from a rapidly moving train striking a non-rotating roller, the lead car of this system is provided with a combination of frictional, magnetic and vacuum devices for imparting initial rotation to the rollers prior to the application of any substantial load from the cars.

Lateral stabilization within channel-shaped tracks is provided by the use of pneumatic bearings.

Brief description of the drawings FIG. 1 is a fragmented partially sectioned end view of a passenger car on a flat bottomed carrier and an upright standard mounting the concave lateral supports, and the rollers, with bridging separated by a levitation channel.

FIG. 2 is a schematic block diagram of the power plant system of this invention.

FIG. 3 is an enlarged fragmentary front cross-sectional view of the semi-cylindrical concave channel and convex projection of FIG. 1.

FIG. 4 is a fragmented cross-sectional side view of the track rollers and the front portion of the under carriage of the lead car, viewed in the direction of arrows 44 of FIG. 1.

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FIG. 5 is a fragmented cross-sectional view similar to FIG. 4, showing the lower levitation device, viewed in the direction of arrows 55 of FIG. 1.

FIG. 6 is a front cross-sectional view of a connector car in a curved portion of track.

FIG. 7 is an enlarged cross-sectional view similar to the upper portion of FIG. 6, showing the top stabilizing device and corresponding track structure.

FIG. 8 is an enlarged front cross-sectional view of the convex side projection of the cars and car connectors with the closed end of the protruding jet nozzle.

FIG. 9 is a fragmentary schematic side view of the transportation system on a reduced scale.

FIG. 10 is a similar view, sectioned, on a larger scale, to illustrate the joining of the car and connector.

Detailed description of the invention Referring now to FIGURE 1 of the drawings in particular, there is illustrated a passenger car 10 movable over frame-work mounted rollers 16 which are supported and journalled upon bridging 12 between upright longitudinally spaced standards S. Lateral support is provided by means of air pressure from propelling nozzles 84, FIG- URE 8, which extend laterally from convex side projections 26 in cooperation with grooves 98 in channels 20, FIG. 3. There is a very small lateral gap between this extreme side of the car and the opposing concave semicylindrical channels 20 supported from the said bridging.

A radically different operation takes place at curved sections in which bottom channel 18, which is continuous through all the bridging, becomes the main guide. To facilitate traversing of curved sections the inside width of the channel 18 decreases at the curves so that wheels 28 mounted under the spherical car connectors 86, FIG. 6, are brought into full use.

The track generally comprises a pair of spaced parallel grooves 14, FIGS. 1, 4 and 6, in each of which is mounted a continuous row of parallel spaced transverse rollers 16, located so as to project above the bottom of the track channel. Between grooves 14 runs a central channel 18. Spanning and supported upon the inner opposed faces of the upstanding legs 88 of each pair of standards S is a continuous side stabilizer channel 20 which cooperates with corresponding projections 26 on car 10.

Each passenger car generally comprises a cylindrical compartment resting on and secured to carrier 22 having a flat bottom for engagement with track rollers 16. Along the longitudinal center of the bottom of the cars is spaced a series of lower levitation devices 24, as shown in FIGS. 1 and 5. These devices are preferably placed intermediate the ends of each car.

At each side of cars 10 is placed a continuous convex side stabilizer 26 which freely but snugly rides within side stabilizer channels 20. Stabilizing wheel 28 journaled below and upon connector 86, FIG. 6, rides within central channel 18. The cars with the flat carriers 22 continue to move over rolls 16 at the turns.

Also preferably at the top of each car connector 86 is a stabilizing device 30, FIGS. 6 and 7, which freely but snugly rides in a top stabilizer channel 32 of overhead track 34. This overhead track exists only at the curved sections of the track, and is supported by a series of 3 spaced arches 36 which connect track 34 with legs 88. The semi-cylindrical side channels 20 are eliminated at the curved sections of the track. The convex projections 26 adajcent the upper median of the car run its full length and are of flexible construction at the connectors.

Referring to FIG. 2, the schematically illustrated power plant system of this invention comprises a power plant 38 perferably of the jet propulsion type, located in the front or rear car as desired. Said power plant also serves to drive air compressor 40 and a vacuum pump 42. Compressor 40 functions to provide the pressurized air used in the various levitation and stabilizing devices hereunder described. Vacuum pump 42 functions to provide the vacuum source for the roller mechanism to be described in connection with FIG, 4 below. Suitable flexible conduit connections are provided to connect the air and vacuum lines between cars.

In FIG. 4 there is illustrated a friction and vacuum device 44 which comprises a plate 46 pivotally mounted at 48 to the forward undercarriage of car 10. The upper face of plate 46 has a key 50 which fits into a slot 52 in the undercarriage of the car to prevent longitudinal (left and right in the figure) movement relative to the car. A compression spring 54 biases plate 46 downward from the undercarriage of car 10 and also functions to absorb shock. The undersurface of plate 46, which is lined with asbestos, is provided with plurality of vacuum ports 56 which are connected to vacuum line 58 leading to vacuum pump 42.

Located immediately behind the friction and vacuum device 44 is a magnetic starter roller 60 for rollers 16, which is rotatably and transversely mounted on the car undercarriage as shown in FIG. 4. Roller 60 has a plurality of magnets 62 spaced at intervals around its peripheral surface. Interspersed between magnets 62 are vanes 64 against which a stream of air from line 66 impinges.

Referring now to FIGURES l and 5, the lower levitation device 24 has a plurality of downwardly and laterally outwardly directed air ports 68 and 69, respectively, connected to compressed air supply line 70. As shown in FIGS. 1 and 3, the car side stabilizers 26 are similarly provided with a plurality of generally laterally outwardly directed air ports 72 connected to pressurized supply line 74.

In FIG. roll 90 is journalled on levitation device 24. Said roll is transversely movable in channel 94 in the undersurface of carrier 22. This permits transverse pivotal movement thereof with arm 92 mounted for rotation on a vertical axis. Said arm includes air channel 70. Levitation device 24 is additionally hinged at 99 upon arm 92. This is necessary since the axis of the car in the turns tends to move in a different path than the curved channel 18.

In like fashion, top stabilizer 30 (FIGS. 6 and 7) is provided with a plurality of generally laterally outwardly directed compressed air ports 76, and 77, connected to a pressurized air supply line 78. Interposed between ports 76 and 77 and supply line 78 is a top stabilizer inertia valve 80 having a spring-loaded spool 82 which is normally maintained in the center position to cut olf the compressed air inlet from line 78.

Operation As the interconnected passenger cars are propelled down track 12 by power plant 38, the lead car continuously passes over previously stationary track rollers 16. The first element to come into contact with stationary roller 16 is the friction and vacuum device 44 of FIG. 4. Under the influence of biasing compression spring '54, the asbestos lined underface of plate 46 presents an inclined surface to the top face of each stationary roller. Thus, the oncoming yieldable plate 46 engages with increasing force these rollers, imparting to them an initial rotational movement. The vacuum ports 56 in the underface of plate 46 also exert a rotational force to the rollers, by providing a momentary gripping action on the surface of the roller as the plate passes tangentially across the roller upper surface.

Immediately behind the friction and vacuum device 44 travels the starter roller 60 also mounted in the undercarriage of lead car 10. Starter roller 60 as caused to rotate counterclockwise as viewed in FIG. 4, that is, in the opposite direction from the direction of rotation of track rollers 16. This rotation of starter roller 60 may be for example caused by a stream of pressurized air exiting from line 66 and impinging against a series of scoops or vanes 64. This rotation of starter roller 60 causes the roller-mounted magnets 62 to pass tangentially in close proximity to track roller 16, and at a speed greater than that of the car 10 itself. These magnets, which do not contact track rollers 16, exert a tangential force on the track rollers 16, and thus assist in creating the desired initial rotation of roller 16 prior to the application of any load to the rollers from the weight of cars 10. In this manner, the noise, shock and wear which would otherwise result from the full load of car 10 striking a stationary track roller is substantially reduced.

To reduce the total load applied to track rollers 16, a partial levitation effect is achieved by lower levitation devices 24. As is well known in the art, the pressurized gas exiting in a generally downward direction from ports 68 and impinging against the opposed bottom surface of the channel 18 creates a buoyancy which reduces a portion of the car weight which must be borne by track rollers '16.

The combination of the laterally directed ports 69 of the lower levitation device 24 and the ports 72 of side stabilizers 26 jointly function to give lateral stabilization to cars 10 on straightaway portions of the track. Furthermore, the vertical component of the gas discharge from ports 72 assists in preventing vertical displacement of the car as it travels along the track.

A different lateral supporting structure is necessary as the cars traverse a turn. This results from the fact that the cars no longer have the side channels for lateral support, but an overhead track 34 insures lateral stability. Accordingly, the gap between the upstanding legs 88 of the track 12 is locally increased at the curves as shown in FIG. 6, and the previously available lateral stabilizing force from side stabilizers 26 is replaced by the combination of top stabilizer 30 and lower stabilizing wheel 28; supported below each car connector 86.

Wheel 28 is slightly wider than lower levitation device 24, so that in straight portions of the track it just barely freely travels within track central groove 18. However, at the curved sections of the track, the side wall of groove 18 on the outside of the turn is shifted inwardly slightly toward the center or radius of the turn, to bring it into contact with the outside face of wheel 28. Thus, groove 18 is actually asymmetrically dimensioned at the curves. In this manner, a lateral stabilizing force is created at the bottom of car 10 to assist in counteracting the centrifugal force created at the curve in the track.

Further stabilizing in the lateral direction is provided by the lateral reaction provided by the pressurized gas exiting from nozzles 76 or 77 of top stabilizer 30. This gas flow is controlled by inertia valve 80. As the car 10 enters a curve, a centrifugal force acts upon spool 82 of the valve to shift it from its normal inlet-blocking position toward the outside of the curve, thus permitting pressurized air of gas to flow to the port on that same side to create a stabilizing reaction.

The spherical car connectors Since cars 10 are tubular, a spherical car connector 86 of slightly less diameter adapts the transport to curved portions of the track. A series of spaced arcuate bronze bearings 96 are mounted on the ends of cars 10 internally thereof, and anchored to plate 100 by fasteners, to receive the spherical car connectors 86 so that the surface of the connector fits snugly, allowing relative movements in all directions. The car carriers 22 do not extend into the connectors so that wheel 28 mounted beneath the connector has free access to operate in the curved channel 18. On the connector is stabilizer 30, which becomes operative only at the curves. While the concaved side structure is eliminated the convexed projections 26 remain in integral part of the transport and convex around the sides of the connector.

A flexible connection is provided between each car at its ends and the adjacent connector 86. For this purpose, as shown in FIGURES 9 and 10, for illustration, at the top of the car and car connector there is an axial arm 101, which at one end mounts a removable pin '102. Said pin extends down into block 103 in bore .104, and is anchored in the upper portion of this bore by retractable locking pin 105.

With pin 105 retracted, block 103 can fall in bore 104 to disconnect pin .102, for disconnecting the connector 86 from the adjacent car 2102 The opposite end of arm 101 is variably spaced from plate 100 adjacent one end of car 10; and is loosely connected thereto by one or more elongated headed shafts 106, mounting coil springs 107, which are interposed to allow for flexibility as specifically shown in FIGURE 10.

I claim:

1. In a high-speed transportation system, characterized by a plurality of interconnected passenger cars having power plant means for propelling the cars along a track and for creating a source of pressurized air for a levitation type car-supporting and stabilizing system, the improvement which comprises:

a continuous channel track having rectilinear and curved portions adapted to support a series of passenger cars;

a double row of parallel transverse car supporting rollers rotatably mounted in the bottom of the channel track and spaced at regular intervals along the length of the track;

a series of longitudinally spaced standards supporting said track;

a central longitudinal continuous channel located in the bottom of the chanel track between said double rows of rollers;

the passenger cars being tubular generally and having a flat bottom carrier adapted to engage and roll along said double row of rollers;

the underside of said cars having a series of downwardly extending levitation devices spaced along the longitudinal center line thereof and so shaped as to snugly but freely fit and travel within said channel;

said levitation devices being provided with a plurality of downwardly and laterally outwardly directed airports connected to a pressurized air source for application to said channel;

the sides of said passenger cars having continuous lateral outwardly directed projections of convex shape;

a series of upright U-shaped supports corresponding to and mounted on said standards underlying said track and projecting thereabove;

continuous horizontally disposed guide rails spanning and secured to the upper ends of said supports extending along rectilinear portions of said track, between which said cars move;

there being continuous air channels of concave shape extending along the inner surface of said guide rails cooperatively and loosely receiving said car projections;

and outwardly directed air ports in said projections connected to said pressurized source for delivering compressed air to and against the adjacent inner surfaces of said air channels to create a pneumatic bearing on each side of said cars.

2. In the transportation system of claim 1, and a connector interposed between and flexibly interconnecting a pair of cars;

a rotatably mounted wheel under and upon said connector on the longitudinal centerline of said cars,

loosely movable within said channel and cooperatively registerable with curved portions of the channel corresponding to curved portions of said channel track;

spaced upright supports on said standards along the inner side of curved portions of said track;

with lateral arms extending over said cars;

and a similarly curved overhead track mounted on and spanning pairs of said arms;

there being a continuous air channel of concave shape extending along the undersurface of said overhead track;

a top stabilizer on said connector including a projection of convex shape at the top of said connector loosely and guidably nested in said overhead track channel;

and laterally outwardly and oppositely directed air ports in said latter projection connected to said pressurized source for delivering compressed air to and against the adjacent inner surface of said overhead track air channel creating a pneumatic bearing at the top of said connector, said connector projection being of such shape as to snugly but freely travel within said overhead rail channel.

3. In the transportation system of claim 2, in curved portions of said channel track, the transverse distance from the longitudinal centerline of said channel to the wall of said channel track on the outer side of the curve, being slightly reduced, whereby the side of said connector wheel on the outside of the curve is brought into contact with the locally narrowed side wall of said channel, thereby to provide additional lateral support to the cars as they negotiate curved portions of said track.

4. In the transportation system of claim 2, an inertia valve located within the pressurized air supply line to said top stabilizer air ports, said valve being effective to channel such air only to the ports on the outer side of the curve as said connector passes through a curved section of track.

5. In the transportation system of claim 1, wherein the underside of the leading end of the lead car is provided with an inclined downwardly biased and sloping plate pivotally mounted at its forward end to said car, said plate functioning to frictionally engage said track rollers to impart initial rotational movement to said track rollers prior to the application of any substantial car load thereto.

6. The transportation system of claim 5, wherein the lower face of said plate is provided with a plurality of ports connected to a source of subatmospheric pressure, whereby said plate momentarily grips the upper surface of said track rollers as it tangentially passes thereover, to further impart initial rotational movement thereto.

7. The transportation system of claim 1, wherein the underside of the leading car is provided with a transversely mounted starter roller having a series of magnets spaced around its peripheral surface, said leading car further having means for causing said starter roller to rotate in a direction such that its lower surface moves forwardly relative to its axis, said starter roller functioning to impart initial rotational movement to said track rollers prior to the application of any substantial car load thereto.

8. In the transportation system of claim 1, each levitation device including a body having a plurality of bores defining said air ports;

a horizontal disposed apertured arm extending from one end of the body interconnecting said air source and air ports and at one end pivotally mounted upon said car carrier, upon a vertical axis in alignment with said channel;

there being a transverse recess in the undersurface of said car carrier by which said body may be swiveled laterally of the car axis;

and roller means on said body engaging corresponding undersurface portions of said carrier.

9. In the transportation system of claim 1, said means 7 s for propelling said cars including rearwardly extending References Cited jet nozzles on said car lateral projections; UNITED STATES PATENTS said guide rail channels including a central continuous groove receiving said nozzles.

10. In the transportation system of claim 2, each car 5 connector being spherically Shaped; ARTHUR L. LA POINT, Primary Examiner.

similarly shaped bearing means on the ends of said cars DANIEL F. WORTH III, Assistant Examiner.

to cooperatively receive said car connectors;

and yieldably flexible couplings between said cars and US. Cl. X.R.

car connector respectively. 10 104134, 138

3,373,697 3/1968 Hartje 104-134 

